Internal combustion engine



June 12, 1956 D. G. Roos INTERNAL COMBUSTION ENGINE Original Filed Feb. 15 1951 5 Sheets-Sheet l Q IIII I INVENTOR .UI'LMAR .Haus.

BY yAi'ToRNsv June 12, 1956 D. G. ROOS INTERNAL COMBUSTION ENGINE Original Filed Feb. 15 1951 3 Sheets-Sheet 2 INVENTOR .UELMAR 5.12005- mm I I j a 1, a mwvvkyi 4 L I C C mm i r i T a N 1 wmL lL JL Z ATTW June 12, 1956 D. G. ROOS INTERNAL COMBUSTION ENGINE 3 Sheets-Sheet 3 Original Filed Feb. 15 1951 Y O E M m 2 m MY 5 n w I z o INTERNAL COMBUSTION ENGINE Delmar G. Roos, Toledo, Ohio, assignor, by mesne assignments,.to Henry J-..Kaiser. Company, a corporation of Nevada Original application. February 15, 1951,. Serial No. 21 15093, now Patent- No: 2,725,955, dated December 6', 1955; Divided: and: this application August 8, 1952, Serial-No. 303,223

1 Claim. (Cl; 123-59) This invention relates to internal combustion. engines and more especially tov an improved valve. arrangement and lubricating system therefor in combination with improved intake and exhaust. manifolding of a character enhancing and improving the operating etficiency of an engine and is a division of my copending application Serial Number 211,093, filed February 15, 1951, and now Patent No. 2,725,955, issued December 6, 1955.

It is an object of the present invention to provide an engine embodying an intake valve construction of overhead character which will be simple in structure, economical of manufacture and assembly andhighly efiicient in use.

The invention comprehends: the provision of. a short, downwardly extending,v free-flowing exhaust passageway integrally formed in the engine cylinder. block inwhich the exhaust area of the outlet port is extremely large. and which is in communication with a large exteriorly arranged exhaust manifold providing an uninterrupted passage for exhaust gases and which can be quickly and: easily assembled and removed from the engine cylinder block.

Another object of the invention residesin the provision of an improved intake manifold. construction. integrally formed in the engine head and method of supplying a fuel mixture directly from the-carburetor, eliminating the use of an exterior manifold,. to relatively short, downwardly extending branch or distributionpassagesfor conveying fuel and air mixture to'the combustionchambers of an internal combustion engine: wherein the mixture moves in a. downward directionintothe chambers.

A- further object of. the invention: resides in. the provisionyof a novel manifoldconstruction ofthis kind-in which the air-fuel ratio of. the mixture providedby the carbureting means. is maintained substantially homogeneous throughout the intake manifoldsystem.

Another object of the invention resides in: the embodiment. of. the entire intake manifold construction within the cylinder head casting, ashort, downwardly extending passage integrally formed in the cylinder head" communicating between the. carburetorand a substantially horizontal. distributionpassage or chamber extendinglengthwise withinthe cylinder head, and: a plurality of. short, downwardly extending passages extending from'said'horizontal. passage directly to separate combustion: chambers presenting an unobstructed passage? for the flow of fuel mixture to all. the cylinders of the engine and. which therefore affords free breathing action, effectively preventing one. cylinder from robbing another. cylinder: of a portion of its charge and eliminating back-flow of the mixture and consequent accumulation or puddling-of raw fuel;

Another object'of the invention relates to improvements in internal combustion engines with particular reference ice to improved means for lubricating the valve operating mechanism of the engine.

The invention comprehends the provisionof means for supplying lubricant from the engine. lubricatingsystem to an overheadvalve operating mechanism.

The invention further comprehends the provision. of means for definitely limiting. or metering. the amount of lubricant supplied to the valve operating mechanism and for returning the same to theengine lubricating system so that. the. valve operating mechanism will not be flooded or over lubricated by. an excessive quantity of. lubricant nor will the oil pressure he reducedto a dangerous low pressure in. the oil lines leading to the crankshaft bearing lubricatingsystem.

Another object of the invention is to regulate the oil supply to the rocker arms of an overhead valve arrange.- ment by providing. an improved rocker arm which. is adapted to be constructed of sheet metal and including a bushingv embodying a. serpentine groove for conducting oil in. an efiicientand etfective manner to the. bearing surfaces on the-rocker arm'shaft.

Further objects and advantages are within the scope of this invention-such asrelate to the arrangement, operation andfunctionof the related elements and to combinations of parts,relen1entsper se, and to'economies of manuacture andnumerous. other features aswill be apparentfrom a consideration of. the specification and drawingof a form of the invention,.which may be preferred, inwhich:

Figure l is a side elevational view of aninternal combustion engine such. as a vertical water-cooled engine of a character used to furnish power for automobiles and the like, certain. portions: of the engine being broken away vfor purposes of illustration;

Figure 2 is a transverse sectional view of the engine illustrated in Figure l, certain. portions of the engine shown in full, the. view illustrating in particular the'cylinder head. and the intake fuel passage integrally formed therein;

Figure 3 is afragmentary plan view of the engine shown in Figures 1 and 2 with certain parts removed, and-.aportion. of the cylinder'head cover brokenv away to illustrate the: arrangement of valve operating rocker arms mounted upon the'rocker arm shaft;

Figure 4 is afragmentary longitudinal sectional view taken substantially on" the line 4-4' of Figure 3;

Figure 5 is aside elevation of a. rocker arm and fragmentary portions of a valve stem, valve. spring push rod and associated elements mounted upon a supporting shaft;

Figure 6- is-a fragmentary plan view of the: rocker arm shownin Figure-S;

Figure 7 is a: developed. view of the: oil groove arrangementv incorporated in the rocker arm bushing showing the serpentine typepattern;

Figure 8 isra sectional view taken substantially on line 8-8 of Figure S; and

Figure 9 is: a. sectional view'o'n an enlarged scale showinga fi-agmentary'p'oition-of the engine illustrated in Figures 1'. and 2 with: a portion of the cam shaft and associatedz parts shown in section illustrating the lubricant feeding and metering arrangement for. the overhead valve operating: mechanism;

While the invention: has been illustrated as adaptable for. association with a particular type of internal com bustion engine, it: is to be understood that the invention may beembodied in. other types of engine construction wherever itmay befoundIto have utility.

Referring to the drawings in detail and first with respect to Figures 1 and 2, there is illustrated a water-cooled internal combustion engine of the multicylinder type having a crankcase to which is secured an engine block 11 comprising cylinders 12, pistons 14 reciprocable therein, piston connecting rods 15, crankshaft 16, crankshaft bearing 17, crankshaft timing gear 18, camshaft timing gear 19, camshaft 20, earns 21 for operating the exhaust valves, cams 21' for operating the overhead intake valves, front camshaft bearing 22, rear camshaft bearing 23, oil sump or reservoir 24, fan belt 25, cooling fan 26, spark plugs 27, distributor 28, distributor shaft 29, and water inlet 30 connected to a suitable cooling radiator (not shown).

The aforesaid elements or componentsmay be of conventional or standard type and need not therefore be described in greater detail.

Referring more especially to Figure 2, it will be apparent that the engine block 11 i shown with one of the pistons 14 within a cylinder bore 12 and with piston connecting rod assembled on one of the crank arms of the crankshaft 16. The engine block 11 is provided with a cylinder head 33 secured to its upper surface with a gasket 32 interposed therebetween. The cylinder head 33 as shown embodies upwardly seating intake valves 34, one of which is illustrated in Figure 2 having its valve stem 35 slidably mounted in the guide bushing 36, the upper portion of said valve stem carrying a cap 37 against which the upper end of the valve spring 38 contacts,

the lower end of the spring resting upon the cylinder head.

The cylinder head embodie a fuel mixture chamber or passage 40 which extends longitudinally and substantially the entire length thereof. A single downwardly extending elbow-shaped fuel mixture entrance passage 41 is embodied in said cylinder head 33, substantially equidistant from its ends, and extends from the passage 40 to the upper surface of the head. Secured to the cylinder head in registration with the passage 41 is a carburetor 42 which may be of any standard type suitable for down draft carburetion. Arranged between said longitudinally extending fuel mixture distribution passage 40 and each cylinder 12 is a passage 43, the engine illustrated having -six cylinders requiring six passages or branches 43. By

this arrangement there is provided a continuous downward passage for the fuel mixture from carburetor 42 down through passage 41, horizontally through chamber 40 into the branches or passages 43 to the six chambers 45 suitably formed above each cylinder providing the combustion chambers. The outlet of each passage 43 is shaped to form a valve seat 44 against which each intake valve 34 rests when in closed position. The engine block 11 embodies a plurality of downwardly seating exhaust valves 48, each having a valve stem 49 slidably mounted in a guide bushing 50, the lower portion of each valve stem 49 carrying a cap 52 against which the lower end of valve spring 53 contacts, the upper end of said spring 53 contacting the engine block 11. The engine block has a plurality of elbow-shaped and generally downwardly extending passages 55, one of the passages being connected with each chamber 45 and extending to the exterior of the engine block 11, forming six exhaust ports for the attachment of a conventional exhaust manifold 46 to which is connected a single downwardly extending exhaust pipe 51. The perimeter of each outlet in the upper surface of passages 55 forms valve seats 56 against which exhaust valves 48 rest when in closed position.

The carburetor onconventional type engines is usually attached to a separable or removable intake manifold of an engine. In conventional carburetion methods, the movements of the pistons set up differential or reduced pressure in the manifold effective upon the carburetor to establish a fuel and air mixture supplied to the cylinders through a manifold. The carburetor is designed to give a perfect mixture and to provide an efficiently operating engine; this mixture must remain in a homogeneous condition and be delivered to the cylinders in this condition. Heretofore intake manifolds have been used so that a portion thereof will contact the exhaust manifold forming a hot spot whereby heat therefrom is transferred to the fuel mixture within the intake manifold for the purpose of volatilizing liquid particles remaining in the mixture. The fuel mixture in such manifolds usually travels downwardly to the hot spot position and then travels horizontally and generally upwardly to reach the intake ports in the side of the engine block, or cylinder head, as the case may be. This is particularly true of an L-head type of engine. In such a manifold arrangement, the exteriorly disposed intake manifold extending to the forward end of the engine usually becomes cooled due to the air from the cooling fan, a condition aifecting the mixture within the manifold as it tends to reduce the fuel vapor to liquid particles or globules. The exterior portion of such intake manifold extending toward the rear of the engine becomes very warm because of the heated air accumulated at the rear of the engine. This added heat elfective at the rear of the manifold increases the temperature of the fuel mixture at that zone of the intake manifold. The fuelair mixture received by the forward combustion chambers tends toward a weak mixture, the condensed vapor or liquid fuel in the chilled mixture passing unburned through the engine resulting in a loss of power. The fuel mixture received by the combustion chambers in the rear cylinders being warmer than desired affects the volumetric efficiency and tends to result in a loss of power.

In order that a mixture of combustible gas or vapor with air air shall be explosive and give maximum power, the ratio of air to gas must lie within certain limits. The carburetor provides the mixture that has just sufficient oxygen for complete combustion of the fuel, but the efliciency of most engines is reduced due, in part, to the manifold construction. In the arrangement of the present invention, the carburetor is mounted directly on the cylinder head in registration with the mixture passageway within the cylinder head. The mixture being formed in the head is surrounded by walls heated sub stantially uniformly due to substantially constant waterjacket temperature of a water-cooled engine. In the present manifold arrangement the fuel mixture passes downwardly at all times from the carburetor into the combustion chambers, the temperature and quality of the fuel mixture delivered to the forward cylinders being the same as that delivered to the rear cylinders. A homogeneous mixture free of liquid fuel at a proper temperature facilitates an increase in compression pressure with an increase in efliciency, these advantages being attained through the use of the improved mixture passage or manifold arrangement.

In order to maintain high engine efliciency, friction of moving parts should be kept at a minimum through efficient lubrication. The present invention includes an improved method of lubricating the rocker arms of the valve mechanism. Methods of lubricating overhead rocker arms in the past have been very unsatisfactory.

In the engine of this invention each cylinder in the engine is provided with one intake port and one exhaust port. The intake ports are opened and closed by overhead valves 34 while the exhaust ports are opened and closed by valves 48. The exhaust valves are operated by a plurality of cams 21 on cam shaft 20 in conventional manner. The intake valves are closed and opened in timed relation to the operation of the engine by overhead springs and rocker arm mechanism. Suitable coiled compression springs 38 urge the intake valves toward their closed position. The intake valves are opened through the intermedation of the cams 21' on cam shaft 20, suitable valve lifters 60, push rods 61, threaded ball end adjusting screws 62 which are in threaded engagement with the ends 63 of rocker arms 65 which receive lock nuts 64. The lower end of each threaded adjusting screw 62 terminates in a ball portion 66 which is seated in a socket 67 formed in the upper end of a push rod 61.

The six rocker arms are ,journaled inspaced relation upon a rockerarm shaft supported by a plurality of pedestals 76 secured'by cap screws 71 extending into threaded openings in the cylinder head casting 33. Certain of the pedestals 76 are provided with set screws .73 for :securely fastening the rocker :arm shaft 70 imposition, the screws 73 having tapered portions 75 extending through openings 78 in shaft 70. The shaft 370 is of hollow or tubular construction forming a lubricant passage or chamber, the ends being closed by cup-shaped closures 80 pressed into each of its open ends in a manner forming a liquid-tight seal.

Each of the rocker arms 65 is inclusive of a metal stamping 82 which is folded intermediate its ends forming a laminated construction and a cylindrical portion 63 defining an opening 83. At the opposite end of the arm the laminations are shaped to provide generally semicylindrical portions 84 and 85, these portions conjointly forming a second opening 87. The laminations are preferably welded together at points 88, 89, and 91 affording a rigid structure of comparatively light weight. A pin 94 having a head 95 is provided for the rocker arm, the shank of the pin being pressed into the opening 87. The opening 83 at the other end of the arm is threaded and receives the screw 62 which is adustably locked in position by the lock nut 64 at the upper side of the arm. Each of the arms is to be oscillated by a moving part engaging one end of the arm to raise it while the other end of the arm engages an intake valve to open the adjacent inlet port.

The rocker arm construction intermediate its ends has a hub receiving opening 97, the annular walls of which are broadened axially of the opening by outturning the edge wall bounding the opening of each metal layer to form annular axially projecting flanges 98. A tubular bushing 99 shown at Figure 4 is preferably formed of a strip of metal rolled to annular configuration and is of an external diameter to snugly fit the opening 97. If desired it may be more securely anchored in position by applying pressure to both ends thereof while the inner surface of the bushing 99 is confined. The bushing 99 is shown in Figure 7 in developed or flat form before shaping to annular configuration and shows the contour of an oil groove 100 embodied in its bearing surface. Two openings 104 and are provided in the bushing 99 which are out of communication with the serpentineshaped oil groove 100.

The rocker arm shaft 70 is formed with openings 102, one opening being disposed adjacent each bushing. During oscillation of the rocker arms, the groove 100 in each arm periodically registers with one of the openings 102 in the rocker arm shaft 70 for the purpose of supplying oil to the serpentine oil grooves 100, oil being supplied under pressure to said shaft 70 when the engine is operated. As shown in Figure 7, the oil seeps across the bearing surface from the groove 100. The oil which passes out through openings 104 and 105 flows through two channels or vents 108 and 109 formed between the arm laminations as clearly shown in Figures 5 and 6.

As shown in Figures 3 and 4, a spring 110 is positioned between adjacent rocker arms 65, said spring pressing against the terminal end portions of hub members 98. Each pair of rocker arms 65 is spaced from pedestals 76 by bushings 99 having their distant terminal end portions in contact with adjacent pedestals. The rocker arm shaft 70 and associated mechanisms are covered or enclosed by a metal housing 112 generally designated an overhead valve chamber cover; said housing being spaced from the cylinder head 33 by a gasket 114 and removably secured to said head 33 by locking bolts 115 and nuts 116.

A supply of lubricating oil is carried in the sump or reservoir 24 of crankcase 10, the oil being forced under pressure through the bearings and to other working parts of the engine. The oil is circulated from the sump 24 through a suitable conduit 118 and a pump (not illustrated.) assembled on the ilOWCI end of shaft 29 and rendlosed within a casing 119 shown in ?Figures 1 and 2. The pump is driven by a ;gear .1-20 on the cam shaft meshing with a .gear 121 mounted .upon the distributor shaft -29 thereby establishing a :drive .for both the rotor in the distributor .28 and the oil pump. The lubricant or .oilris pumped through line 125 under pressure to the main voi-l 'line or duct J24 extending lengthwise of the engine block from which the oil is distributed to the crankshaft bearings and other moving parts.

In order to pump oil to the rocker arm shaft 70, oil is obtained from the pressure line 125 through a duct 126 made in engine block in communication with a duct 127 bored transversely through the cam shaft 20 in an off-center relation to the inlet duct 126 and an outlet duct 128 as shown in Figure 9. The offset duct or passage 127 through the cam shaft only establishes through communication with the main oil line 125 for a very short portion of a revolution of the cam shaft whereby the How of oil to the rocker arm arrangement is metered or restricted. The oil flows from duct 128 through an oil line or tube 130 to an oil duct 131 formed in the uppermost section of the cylinder head 33, said duct 131 communicating with a duct 132 formed in the rocker arm shaft pedestal 76 positioned at the rear end of the engine and supporting an end of the hollow shaft 70. The duct 132 registers with an opening 133 in the shaft 70 whereby oil from line 130 will travel under pressure lengthwise through the interior of the rocker arm shaft 70 and is distributed to the rocker arm bearings through openings 103, 104, 105, 108 and 109. The oil, after it is exuded from the rocker arm vents 108 and 109, spills or falls into trough 135 formed in upper surface of the cylinder head casting 33 from whence it flows back to the oil sump 24 of the crankcase 10 along the exterior surfaces of the push rods 61, this oil also serving to lubricate the push rod guides and tappets disposed at the lower ends of said push rods 61.

The above-described arrangement for lubricating the overhead rocker arm assembly enclosed within housing 112 involves the novel metering arrangement of a duct through the cam shaft arranged for periodic registration with the oil pressure line and the feed passages for the rocker arms whereby the oil fed under pressure to said rocker arm assembly does not appreciably reduce the pressure to the crankshaft lubrication system where a substantial oil pressure must be maintained at all times.

The arrangement of intake and exhaust manifolds being disposed in opposing side zones of the engine and configurated in a manner whereby the fuel and air mixture at all times flows downwardly into the combustion chambers and wherein the exhaust gases are conveyed away in a downward path provides an efliciently operating engine. The intake arrangement provides for delivery of a substantially uniform mixture to the several cylinders whereby maximum power is derived from the engine.

It is apparent that, within the scope of the invention, modifications and diflerent arrangements may be made other than are herein disclosed, and the present disclosure is illustrative merely, the invention comprehending all variations thereof.

What I claim is:

In an internal combustion engine of the class described having a plurality of cylinders in a single block, a plurality of exhaust passageways communicating with said cylinders, an upper head section secured to said cylinder block, an intake manifold integrally formed and disposed wholly within the upper head section and having an intake port at the upper surface of said upper head section and positioned on the opposite side of the cylinder head section from that side of the cylinder block having the exhaust passageways, said intake manifold establishing communication between said intake port and said cylinders, said intake manifold embodying in part a single downwardly extending passage with an elbow section intermediate its ends and extending from said intake port to an intake chamber extending horizontally and longitudinally within the upper head section and said intake chamber having a plurality of downwardly extending passages communicating with said cylinders, and a carburetor attached to said intake port whereby a fuel mixture is obtained and which travels in a downward direction to said cylinders.

References Cited in the file of this patent UNITED STATES PATENTS Whatmough et al July 30, 1929 Campbell Apr. 23, 1935 Whatmough May 11, 1937 Trussell Nov. 30, 1937 

